Train-signaling and train-control system



J. A. MILLER.

TRAIN SIGNALING AND TRAIN CONTROL SYSTEM.

APPLICATION FILED JULY 8. 1920.

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TRAIN SIGNALING AND TRAIN CONTROL SYSTEM.

APPLICATION FILED JULY 8,1920. 1,357,243. Patented Nov. 2,1920.

2 SHEETSSHEET 2.

UNITED STATES PATENT OFFICE.

JOHN A. MILLER, 01? WAUKEGAN, ILLINOIS, ASSIGNOR TO LAURENCE R. WILDER, OF CHICAGO, ILLINOIS.

TRAIN-SIGNALING AND TRAIN-CONTROL SYSTEM.

Continuation of application Serial No. 275,339, filed February 6, 1919. This application filed July 8, 1920.

Specification of Letters Patent.

Patented Nov. 2. 1920.

Serial No. 394,654.

T 0 all whom. it vim-y concern: I

Be it known that I, Jorm A. MILLER, a citizen of the United States, residing at lVaukegan, in the county of Lake and State of Illinois. have invented a certain new and useful Improvement in Train-Signaling and Train-Control Systems. of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

This invention relates to systems of electric train control employing Hertzian or electro-niagnetic waves to transmit signals to, or control the operation of, a moving train or other rolling stock on the existence of certain danger conditions on the track ahead of the moving train, and particularly to systems in which the track is divided into blocks. each provided with a main wave wire and an auxiliary wave wire at the end of each block for each direction of travel, and the moving trains required to carry a plurality of antennae, and my object is to devise a system in which the number of the wave wires and antennae are reduced to a minimum and generally to simplify the system and render it more efficient. reliable and economical in operation.

This application is a continuation of my patent application, Serial No. 275.339. filed February 6th, 1919, directed to train signal ing and train control systems.

One practical and commercial embodiment of my invention is exemplified by the apparatus and circuit arrangement diagrammatically shown in the accompanying drawings. in which- Figure 1 illustrates the track system; and

Fig. 2 illustrates the train system.

In the drawings like numerals of reference indicate corresponding parts throughout.

Referring particularly to Fig. 1, it will be seen that there is therein illustrated part of a double track railway system of which 1 are the rails. which are divided into blocks E, l. G and H by insulated joints 2 of ordinary construction. The track circuits are fed with alternating current of eight to twelve volts; the usual voltage. This may be supplied in any suitable manner. In the drawings I show a 110 volt circuit 7 paralleling the tracks and feeding the track circuits through the step down track transformers 3, 1, 5, and 6. The transformers 3 and 4 are shown as feeding the east bound track, while the transformers 5 and 6 are shown as feeding the west bound track.

At 33, 3 1, and 36 are illustrated the wave wires for the blocks shown, these wave wires conveniently being connected by inductive impedance bonds 3?, it being understood that they may be otherwise separated or electrically insulated. The impedance bonds revent the passage of the wave generating current from one wire to those next it.

47 are the auxiliary wave wires, one located at the end of each block for east bound traffic and another at the opposite end of the same block for west bound trafiic. The wave wires are fed from generators of high frequency oscillatory current adapted to generate radiofrequent oscillatory currents of different frequencies.

In the double track system shown each wave wire is fed with two currents of different frequencies and each auxiliary wave wire is fed with current of a frequency different from that of the auxiliary wire at the opposite end of the block and from either of the currents fed to the main wave wires.

As generators of radiofrequent oscillatory current I prefer to employ vacuum valves of the pliotron type, one generator set to generate currents for controlling the east bound traflic of a block and another to control the west bound traffic. In Fig. 1 the generators 16 and 16 and 18 and 18 are shown as providing current for east bound traffic, while the generators 17 and 17 and 19 and 19 are shown as controlling west bound traffic. It will be understood, however, that my invention is in no way concerned with the details of oscillatory current generators.

As the oscillatory current generators must be fed with direct current, I provide rectifiers 12, 13, 11 and 15 between the feeder circuit '7 and the generators, these rectifiers being either of the mercury arc type or motor-generator sets. 40 and 41 are the leads from the circuit 7 to the rectifiers and 42 and 13 are the leads carrying direct current from the rectifiers to the generators.

At 8, 9, 10 and 11 are illustrated the track relays for the respective blocks, each relay being shown as adapted to open and close the circuits of one of the sets of generators. The generators, the several parts of which are diagrammatically shown, are all of the same type, 29 in each case being the pliotron valve. 20 is the storage battery for energizing the filament of the valve. 21 and 25 are the usual condensers. 44 is the usual transformer secondary in inductive relation to the transformer coils l-Pof the pliotron circuit. Generators 10, 17, etc., are identical, in so far as circuit connections are concerned, with generators 16, 17. etc.

The wires 45 supply the high frequency current to the main wave wires, while the wires 46 supply it to the auxiliary wave wires. In a convenient arrangement the wave wires of the east bound track are supplied 'with current of 100,000 frequency, while the auxiliary wave wires are supplied with current of 150,000 frequency. On the west bound track the main wave may be supplied with current of 200,000 frequency, while the auxiliary wave wire may be supplied with current of 250,000 frequency.

From the construction described it follows that each wave wire is supplied with current of two different frequencies and each auxiliary wave wire of the east bound track with current of a frequency different from that supplied the auxiliary wave wire of the west bound track and from either of the currents supplied the main wave wires. It also follows that if in any section of any track the track circuits are short circuited through the wheels of a train, the track relay controlling the direct current supplied to the generator of the section behind deenergized and the generation of waves in the section behind ceases.

lVith the track system is employed the train system shown in Fig. 2. In this system 4:2 is a storage battery supplying current to the bus bars \Vith these bus bars are connected the wires 50 and 81 forming with the wire 51 the circuit of the solenoid 6T controlling the whistle valve 68. This circuit is controlled through the master relay 23 as hereinafter described. The green light 63 is located in series with this circuit. The wires 52, 53, and 81 form the circuit for the solenoid controlling the train line valve 69. The circuit is also controlled by the master relay Vith the bus bars is also connected the wire 54 which, with the wires 55 and 81 forms the circuit for the red light 61. This circuit is also controlled by the master relay 23.

As each train system has to pick up waves of two different frequencies, I employ in the train system two radio-frequent oscillatory current detectors tuned to different frequencies, one being numbered 28 and the other tions.

38. These are each of ordinary type employ ing the pliotron valves 30 connected with the usual local batteries and condensers and provided respta-tively with the tuning transformers 31 and 2:2. The primary windings of these tuning transformers are connected by the wire 02 with a common ground. One of the primary windings is connected by the wire (30 with the master relay and the other by the wire 77. The detector 28 is connected with the relay 3!) and the detector 38 with the relay *8 adapted to open and close the circuit of the master relay 23. The relay 18 controls the inasterrelay through the circuit T3, 7- T5 and T0; and the relay 39 through the circuit 80, 90. T5 and T0. the wires 73, S9

and 70 being connected to the .bus bars as shown.

The master relay 23 is provided with three armatures T1. and 80. Through the front contact 57 of the armature the circuit common to the green light 63 and the whistle valve solenoid 67 is controlled. Through the back contact 58, the circuit of the red light 61 is controlled. The armature 72 through its front contact 50 controls the circuit of the train line valve solenoid 70, and the armature 71 through the front contact 82 controls the circuit between the receiving harp T9 the wire 78 and the primary winding of the detector 28 and through its back contact 59 the circuit from said harp relay is decnergized the harp is electrically connected with the detector 38.

tor 28 is tuned to pick up waves from the The detecmain wave wires. \Vhen it is thus picking up waves the relay 39 is closed and the master relay 23 energized, thus holding closed the circuit between the receiving liar and the detector 28 as above described. i t the same time the armature 80 closes the circuit of the whistle valve solenoid 67, which thus holds the whistle valve closed. At the same time the green light 63 is illuminated showing visually the existence of safety condi- Atthe same time the armature 72 closes the circuit of the train line valve solenoid 70 so that the train line valve 69 is held closed. The instant, however. the receiving harp fails to pick up waves, direct current is no longer supplied from the detector 28 and the relay 39 becomes decnergized. thus deenergizing the master relay 23. The armature 80 immediately closes the circuit of the red light 61, thus displaying a danger signal. At the same time by the armature 80 dropping away from the front contact 57. the circuit of the whistle valve solenoid 67 is broken, thus deenergizing the solenoid and allowing the whistle varve to open, so

that an audible warning is given. Theopening of this circuit extinguishes the green light 63. The armature 72 falling away from the contact 56 breaks the circuit of the solenoid of the train line valve 69, thus deenergizing the solenoid and allowing the train line valve to open to apply the brakes on the train.

The dei nergizing of the master relay 23 allows the armature T1 to make contact with the back contact 59 so that the harp T9 is now electrically connected with the detector 38 through the back contact 59. The train line system can thus no longer pick up waves from the main wave wire but only from the auxiliary wave wires in tune with the detector 38. As soon as waves from an auxiliary wave wire are picked up.the detector 39 energizes the relay 48. again energizing the master relay 23. which at once restores to their normal condition the circuits of the green light 63, the. whistle valve solenoid 67 and the train line valve solenoid TO restoring running or safety conditions. At the same time the armature T1 of the relay 23 has contacted with the front contact 82, thus restoring the control of the detector 28 and cutting out the detector 38.

As it is sometimes desirable to enable the engineer to release the brakes and proceed with the red light showing and a warning whistle sounding, I provide the control relay 86. This relay is provided with double contacts 88 and 91. The winding of the relay is connected by the wire 87 with one lead of the circuit of the red light 61 and by the leads S5, 84: and 93 to the other lead of the red light circuit. A push switch 83 provides means by which the wires 9% and 85 may be connected. \Vhen the contact is thus established. the winding of the relay 86 is energized and the double contacts closed. The contacts .91 control the circuit formed by'the wires 92 and 94: which connect one of the bus bars with the wire 53 leading to the solenoid To. which connects through the master relay 23 with the other bus barfia). The solenoid will thus be energized and the train line valve closed. At the same time as the wires SI and are connected by the contacts 88 when the control relay is energized. its energizing circuit is held closed through these contacts even after the push switch 83 ha been released. The circuit of the control relay thus remains closed until the circuit of the red light 61 has been broken. which takes place when safety conditions again exist. but as. when such safety conditions exist. the circuit of the train linevalve solenoid 70 is instantly closed through the master relay. the train line valve is not again opened when the control relay 36 becomes deenergized. the deenergization of the solenoid 70 being suiticiently sluggish to prevent opening of thc train line valve under these conditions.

The essential reason for using the auxiliary ave wire for the pickup" or unlock of the danger signal at and near the end of each block section is to prevent the engi neer from entering the danger indicated block at a high speed. Suppose a train receives the danger signal shortly a i'ter entering a block ection: the train should proceed through this block section under danger conditions. that is. with the train running at such speed as to be under full control. and should not receive a clear indication until reaching the entrance to the next block section in advance. At the entrance to block section in advance. the track ahead being safe. the apparatus will at that point be electrically unlocked. and indicate safety. and the, train may then proceed atfull speed. This is positively accomplished by the use of my auxiliary wave wire at the end of the block. there functioning as a pi ckup" or unlock for the clear or safety indication. providing the block next in advance has become clear and therefore safe. while the t'ain as proceeding cautiously under control through the block where ithad received the danger signal.

From the above description it will be seen that I have devised a system in which one harp or antenna on the locomotive take the place of the plurality which under the older systems were necessary. This is accomplished by using waves of frequencies (littering so that they can be picked up without interference. All difficulty of spacing the harps or antenna: to prevent one picking up waves intended for another disappears. Further the apparatus described is most economical to operate. If any locomotive is moved from one track to another. it is a simple matter to tune its detectors to pick up the waves whichcontrol that particular track.

It is proposed that the harp T9 shall be carried at any convenient point on the locomotive. for example upon its cab structure for steam roads. or upon the top of an electric locomotive or top of electric car in the case of electrically operated roads. The wave wires. both main and auxiliary. can be carried upon the telegraph poles beside the railroad or upon the trolley supporting poles or span wires of an electrically operated system.

hile I have herein shown and described my invention as applied to two track oper ation. it will be apparent that my invention is applicable to systems wherein any number of tracks are involved.

hat I claim as new and desire to secure by Letters Patent is:

1. In a train control system of the class described, in which the track is divided into blocks, a main wave wire for each block extending from end to end of the block, an auxiliary ave wire at the end of each block, and means for energizing the wave wires of each block with 'adiofrequent oscillatory currents of different frequencies.

2. In a train control system of the class described, in which the track is divided into blocks, a main wave wire for each block extending from end to'end of the block, an auxiliary wave wire at each end of each block, and means for energizing the wave wires of each block with radiofrequent oscillatory currents of different frequencies, the main wave wires with currents of one frequency, and the auxiliary wave wires with currents differing in frequency from each other and from the currents of the main wave wires.

3. In a train control system of the class described. a single antenna two radiofrequent oscillation detectors tuned to different frequencies. a train control circuit, means whereby either detector may control said circuit, connections whereby either detector may be connected with said antenna, and means whereby, after said circuit has been conditioned by a detector connected with the antenna to give a signal, the other detector is connected with the antenna and normal conditions in the circuit can be restored only by said second detector.

4;. In a train control system of the described class, a receiving circuit including two radiofrequent oscillation detectors tuned to different frequencies, a train control'circuit, means whereby either detector may control said circuit, and means whereby after said train control circuit has been conditioned by a detector to give a signal, normal conditions can only be restored by the other detector.

5. In a train controllsystem of the class described, a receiving circuit including two radiofrequent oscillation detectors tuned to different frequencies, a train control circuit, a master relay adapted when energized to close the train control circuit and connect one detector in the receiving circuit and when deenergized to open the train control circuit and connect the other detector in the receiving circuit, and means whereby either detector when in the receiving circuit may energize the master relay.

6. In a train control system of the class described, a receiving circuit including two radiofrequent oscillation detectors tuned to different frequencies, a train control circuit, means whereby either detector may control said circuit, and means whereby after said train control circuit has been conditioned by a detector to give a signal, normal condi tionscan only be restored by the other detector, in combination with a track system divided into blocks and provided with a main wave wire for'each block extending from end to end of the block, an auxiliary wave wire at the end of each block, ana means for energizing the wave wires of each block with radiofrequent oscillatory current of different frequencies receivable respectively by the detectors aforesaid.

7. In a system of the class described, wherein the track is divided into blocks, a main wave wire and two auxiliary wave wires for each block, and means for energizing the wave wires of each block with radiofrequent oscillatory currents of different frequencies.

8. In a system of theclass described, wherein the track is divided into blocks, a main wave wire and two auxiliary wave wires for each block, means for energizing the wave wires of each block with radiofrequent oscillatory currents of differentfrequencies, an antenna carried by a locomotive or the like movable over said track, together with two radiofrequent oscillation detectors, and means for connecting either of said detectors with said antenna.

9. In a system of the class described, wherein the track is divided into blocks, a main wave wire and two auxiliary wave wires for each block, means for energizing the main wave wire of each block with radiofrequent oscillatory current of one frequency, and the auxiliary wave wires with radiofrequent oscillatory current of different frequency.

10. In a system of the class described, wherein the track is divided into blocks, a main wave wire and two auxiliary wave wires for each block, means for energizing the main wave wire of each block with radio frequent oscillatory current of one frequency and the auxiliary wave'wires with radiofrequent oscillatory current of different frequency, together with means aboard a locomotive or the like, comprising two radiofrequent oscillation detectors, one tuned to receive radiofrequent oscillations from the main wave wires, and the other detector tuned to receive oscillations from the auxiliary wave wires.

11. In a system of the class described, in which the track is divided into blocks, a main wave wire and an auxiliary wave wire for each block, together with means for energizing said wave wires with radiofrequent oscillatory current of different frequencies.

12. In a system of the class described, in which the track is divided into blocks, a main wave wire and an auxiliary wave wire for each block, together with means for energizing said wave wires with radiofrequent oscillatory current of different frequencies, and means carried by a car or locomotive, comprising two radiofrequent oscillation detectors, one responsive to main wave wire oscillations, and the other responsive to auxiliary wave wire oscillations.

13. In a system of the class described, in which the track is divided into blocks, a main wave wire and an auxiliary wave wire for each block, together with means for energizing said wave wires with radiofrequent oscillatory current of different frequencies, means carried by a car or locomotive, comprising two radiofrequent oscillation detectors, one responsive to main wave wire oscillations, and the other responsive to auxiliary wave wire oscillations, a single antenna rarried by said car or locomotive. and means for connecting said detectors with said antenna.

14. In a system of the class described. in which the system is divided into blocks, a main wave wire and an auxiliary .wave wire for each block, together with a radiofrequent oscillatory current generator of the pliotron type for energizing said wavewires with radiofrequent oscillatory currents of diiferent frequency.

15. I11 a system of the class described, means carried by a locomotive or the like. comprising a. single antenna and two radiofrequent oscillation detectors tuned to different frequencies, and means whereby either detector may be connected with said antenna.

16. A system of the class described, wherein each block is provided with main and auxiliary wave wires upon which radiofrequent oscillatory currents of different frequency are impressed when conditions of safety obtain in a contiguous block.

17. A system of the class described, wherein each block is provided with main and auxiliary wave Wires upon which radiofrequent oscillatory currents of different frequency are impressed when conditions of safety obtain in a contiguous block, together with a locomotive or the like provided with radiofrequent oscillation detectors responsive to .oscilllations propagated by said wave wires.

18. A system of the class described, wherein each block is provided with main and auxiliary wave wires upon which radiofrequent oscillatory currents of different frequency are impressed when conditions of safety obtain in a contiguous block, together with a locomotive the like pro vided with radiofrequent oscillation detectors responsive to oscillations propagated by said wave wires, a single antenna, and means for connecting said detectors with said antenna.

19. A double track railway divided into blocks, a main wave wire common to both tracks in each block, auxiliary wave wires one at each end of said block. means dependent upon the existence of conditions of safety in contiguous blocks for impressinp oscillatory currents of different frequency upon the main wave wire of each block. and means also dependent upon the existence of conditions of safety in contiguous blocks for impressing currents of different and differing frequencies upon said auxiliary wave wires.

20. In a system of the class described, in which the track is divided into blocks, a main wave wire and an anxilary wave wire for each block, together with means for energizing said wave wires with radiofrcquent oscillatory current of different. frequencies. and means carried by a car or locomotive. comprising two radlofrequent osci1- 1 lation detectors, one. responsive to main wave wire oscillations, and the other responsive to auxiliary wave wire oscillations. together with a master relay controlled by said detectors designed always to connect one or the other of said detectors with a single antenna.

In witness whereof I hereunto subscribe my name this 29th day of J nne, 1920.

I JOHN A. MILLER. Witnesses ALBIN C. AHLBERG, ERNEST A. Tnson. 

